GM's 'Boost' In Efficient Four-Cylinders Includes More Turbos
Strategy Highlighted by the 2011 Chevy Cruze's new 1.4L Turbo that is Expected to Be a Fuel Economy Leader

FLINT, Mich. – GM will double its global production of small four-cylinder engines (1.0L to 1.4L) by 2011, with more than half of the increase coming in North America. The strategy is highlighted by an all-new, 1.4L Turbo engine that will power the 2011 Chevrolet Cruze.

The 1.4L Turbo enables great vehicle performance and fuel economy. In fact, the Cruze is expected to be a fuel economy leader in its segment when it launches in mid-2010, and its new engine reinforces GM’s commitment to replacing larger-displacement engines with more compact, advanced four-cylinder engines that optimize performance and fuel savings.

One-third of GM’s North American engine volume will be four-cylinders by 2011, and 21 percent of the four-cylinder volume will be turbocharged – a seven-fold increase over today’s volume of turbo engines.

“Power-dense four-cylinders such as the 1.4L Turbo are an integral part of GM’s portfolio of advanced propulsion technologies, including cam phasing, direct injection, Active Fuel Management, clean diesels, hybrids, flex-fuel vehicles, six-speed transmissions and electric propulsion,” said Tom Stephens, executive vice president, GM Global Powertrain and Global Quality. “GM is focused on delivering vehicles that look great, are fuel efficient and fun to drive.”

The Chevy Cruze is such a vehicle. It is an all-new, global compact car that will be built for worldwide distribution at GM’s Lordstown, Ohio facility. It will be offered with the 1.4L Turbo in North America, along with additional small-displacement engines for models sold outside of North America.

A non-turbocharged 1.4L variant will serve as a secondary energy source for the 2011 Chevrolet Volt extended-range electric vehicle. For trips up to 40 miles, the Volt’s primary source of power comes from its lithium-ion battery. When the battery’s energy is depleted, the 1.4L engine activates, generating electricity to power the Volt for several hundred additional miles until its battery is recharged.

1.4L Turbo details

At 100 horsepower per liter, the new turbocharged 1.4L has the power of a larger engine but retains the efficiency of a small-displacement four-cylinder in most driving conditions.

“Because of the turbocharger’s on-demand power and responsiveness, it’s like having two engines in the same vehicle – one for power and one for fuel economy,” said Stephens. “It’s truly the best of both worlds.”

The 1.4L’s turbocharger is integrated within the exhaust manifold, for reduced weight and greater packaging flexibility in smaller vehicles. A reinforced crankshaft and stronger connecting rods are unique, delivering additional strength to support the engine’s pressurized, high-rpm performance.

Estimated power ratings for the 1.4L Turbo will be 140 horsepower (104 kW) with a torque rating of 148 lb.-ft. (200 Nm).

In addition to the Chevrolet Cruze, GM will introduce the 1.4L turbo in the U.S. in two additional GM models in 2011.

Global engine family

GM’s small four-cylinder gasoline engines include displacements of 1.0L, 1.2L and 1.4L. The engines were designed with fuel efficiency in mind, including technology such as full variable valve timing that optimizes power and fuel efficiency across the rpm band.

More importantly, torque for these engines – the pulling power that is felt when accelerating from a stop – is generated at lower rpm, for strong, off-the-line launches and confident acceleration at all speeds. Supporting powertrain features, such as torque converter design and transmission gearing, accentuate engine power and contribute further to the feeling of performance.

All engines in the family have premium design elements that contribute to world-class smoothness and durability, including:

* Dual overhead camshafts
* Roller-finger follower valvetrain
* Chain-driven camshafts
* Flow-controlled oil pump
* Piston-cooling oil jets
* Thermal management

The engines also incorporate numerous mass-reducing features, including a cast iron block with a hollow frame structure, hollow-cast camshafts, and on non-turbo engines, crankshafts with hollow-core main bearing journals and connecting rod journals.

[GM]

Number 1: This is the electric motor. Running on AC power, it can rev up to 13,000 RPM while producing 248 HP and 200 lb-ft. Maximum torque is available all the way from 0-6,000 RPM

Number 2: The one-speed transmission. After reliability problems with a two-speed design, Tesla settled for this stronger, simpler one-speed. The 8.27:1 drive ratio allows for a 0-60 time of around 4 seconds and a top speed of 125 MPH.

Number 3: The Power Electronics Module. In addition to capturing the power from regenerative braking and using it to recharge the batteries, it also smooths out power delivery under hard acceleration.

Number 4: The battery pack. 6,831 Lithium-Ion cells are arranged in 11 series-connected modules and surrounded by sensors and cooling systems designed to prevent catastrophic cell failure. A full 53 kW-h charge takes about 3 1/2 hours, while all the batteries together weigh somewhere between 900 and 1,000 LB. Life expectancy is in excess of 100,000 miles.

Number 5: The body and frame. The Tesla roadster shares its extruded and bonded aluminum frame with the Lotus Elise while wearing its own, superlight carbon fiber bodywork. [via Treehugger]

Given the choice, we'd much rather have an Enzo's V12, but the 360's V8 would still be great fun to play with. We bet there's a way to mount it in the middle of an Alfa Romeo Brera. Perhaps hanging out the back of a Fiat 500? Or you could just do like the current owner and have it on display on the second floor of your home.
[ebay via Autofiends]

[AutomobileMag]

with a member of Belvedere Adrian's LeMons team, to help them pull some B-body suspension parts for their bent Belvedere race car (yes, I'm helping a competing Thunderhill team... or- heh, heh- so they believe), and spotted this engine block sitting on the ground with the pistons stuck upside-down into the cylinders. The question is: why? It looks like the person who pulled the engine just wanted the crank and head, so why take such care to keep the pistons all together if you're not going to buy them? Bonus points to anyone who can identify the engine; it came from the car next to it. Hint: American car.

Here's some video shot of a vegetable-oil-powered Mercedes-Benz at the 24 Hours of LeMons race last October; another veggie-oil diesel Benz finished 19th at that race.

Commenter Andy_Wallwhore suggested yesterday that some auditory engine pr0n might be a good idea for these posts, so we're trying out the idea.

When you're done with that, you'll probably want to go see the other videos shot by this Packard-powered genius.

Packard made their flathead straight-eight engine for several decades, from 1924 through 1954; the largest displacement was the 359-cubic-inch version. By the time the DOTS 1953 Packard Cavalier was built, all of Packard's competition was boasting V8 power (including quite a few overhead-valve V8s) making the old inline eight seem old-fashioned (not to mention its 1,000-pound-plus weight). But you want torque? Of course you do! Sorry, wasn't able to find a single comprehensive Packard engine site, but this Studecentric site has a pretty decent rundown of the postwar engines: [Studebaker-Info.org]

You can choose from an Italian V8, 6-cylinder boxer, rally engine or even a formula car for, you know, when you really want to confuse the hell out of people and get heads a-turning at the kids' soccer field. I'm sure the Tesla guys already have a gross of these ordered. You have to make those machines sound tough some way or another. [Carscoop]

Each engine produces roughly the same power as the other (414 horses for the RS4, 416 for the IS-F), yet it's a totally different scene when you look under the hood. Audi clearly hired some very, very good artists and industrial designers to pretty things up; note the fanatically neat wire looms, the exquisite texturing on the intake runners, the colors selected after weeks of agonizing debate. Meanwhile, when you look at the Lexus' engine compartment, you can tell that the engineers went for pure function and ease of access, with the engineering itself as a design statement (yes, yes, there's a cheap plastic cover slapped on top of the whole mess as an afterthought, but it doesn't count). What at first glance appears to be chaos turns out to be anything but. It's not OSX versus Windows, it's OSX versus Unix. But... which is more beautiful? It's a tough one for me- that Audi intake is a work of art, yet I get the sense it's attempting to hide the fact that one is looking at an engine.

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If you're really lucky, you've not started your car and can thus get it drained by a professional (or a trusted friend) for a decent price according to the lads at MotorTorque. This is the easiest solution and the best way to avoid serious damage.

If you've only put in a tiny amount it may be possible to dilute the gasoline with diesel, but this is highly risky and should only be attempted in older vehicles that don't use high-pressure injection systems. I.E., don't try this in your new Bluetec E-Series.

If you've put more than a sliver in and started the car you're running the risk of damaging the fuel pump, fuel-injection system and washing out all the lubricant in the car. And that's in an older car. If you're car/truck is using a common-rail diesel system you could be looking at major engine destruction (that may not be covered by your insurance).

In this case, an ounce of prevention is worth a gallon of cure/diesel. Make sure to clearly mark your gas gauge, the inside of the fuel door and the fuel cap with the words "DIESEL FUEL ONLY," especially if your ride gets borrowed frequently.

As always, consult a mechanic before you do anything stupid. [MotorTorque]

Says Jason: First conceived in 1961 for the T7 prototype, and later installed in a 911 in 1964, the little 2.0L flat six turned out a whooping 130 hp. Fast forward to 1998, and the last air-cooled 911 (turbo) was cranking out 400 hp. The race flat-6 motors in the 935 were cranking out in excess of 950hp with water-cooled heads.
But this motor didn't just power 911s, it covers 914s, 959s, and a slew of race cars... including the 934, 935, 956, 962, and Porsche's first Indy car in the 1970s, along with the 936...
Not only was this motor in a street car for 34 years, it has won races and championships for Porsche for nearly as long... including 24hrs of LeMans, 24hrs of Daytona, 12hrs of Sebring, Targa Florio, MonteCarlo, and Paris-Dakar (Twice).
Does it need mentioning that the 956 with a flat-6 "911" motor currently holds the all-time fastest lap record at the Nürburgring-Nordschleife of 6:11:13?
The 'engine' has been essentially the same... I think the same bore centers based on the research, but the cylinders are external to the block (being air-cooled)... the air-cooled motors have had water-cooled heads, esp. within motorsports, and the cylinders have changed over time to increase displacement... I do know for a fact, that you can take an old 911 'T' beater, strip the 2.2, or 2.4L motor out and drop in a 3.0L or 3.2L with 'ease'... the mounting hardware is very similar.
That being said, Porsche has also changed the casting material, from magnesium to Al because on the 2.7L motor they found the head-studs had a tendency to pull, esp. with the higher temps. from having the thermal reactor installed (for cleaning up emissions).
Porsche as a firm has long since been of mind of reusing parts & technology, putting various motors into the same racing chassis (904 with 4-cam 4-cyl, the 911 6-cyl, and the 8-cyl F1 engine)... initially the 917 motor (called type 912) was started with 2 6-cyl. siamesed...
From that first flat-6 that was installed into a 911 (The T7 had 2 axial fans) the basic layout has not changed until 1994's 996 water-pumper. It had the same type of split-case, crank, dry-sump oiling, cyl. arrangement, (oil) cooling... the heads have changed greatly, esp. with Turbocharging, and later variocam/ram systems to alter valve timing... the 935 had its cooling fan switched from vertical to laying horizontally on-top of the motor, but that came from the prototype racers. (speaking of which, the 956/962C twins gave their motor to the 959... and the only difference between the 956 and 962 is where the front axle was rel. to the driver's feet... BUT the IMSA version of the 962 had a single turbo, vs the twin turbos of the Group C cars...) Also, the first 1970's foray into Indy, Porsche had a 2.86L Turbo flat-6 and then used that motor in the old 936 chassis to create a new 936 that won LeMans... well you get the idea.

B. Borrman says: The Jaguar XK — one of the world's greatest examples of the straight six. A 44 year regular production run. Five Le Mans victories. ('51 and '53 for the C-Type, '55, '56 and '57 for the D-Type).
Debuted in the XK120, and went onto power over a half dozen other true icons — the XK140, XK150, C-Type, D-Type, E-Type and the XJ6 Series I-III (not to mention the Mark I, II, VII, VIII, IX, X, 420, 340 and S-Type saloons).
Production began in 1948 with the XK120 and didn't finish until the last Daimler limo rolled off the line in 1992. The Queens' Daimler stills charges ahead under the XK's venerable power.
Perfect? No. Absolutely not. I own a '77 versions when things got hairy — as they did in every aspect of the British auto industry. But even with lax standards, the XK from the years of the Prince of Darkness remains remarkably reliable if well maintained. And the versions from the '50s and '60s are some of the most dependable engines of the era.
Please. Pretty Please. If nothing else, just put in for how amazing this thing sounds when running at a full roar.

The Air Force used the Twin Six in the trucks used to haul Minuteman ICBMs. So anyone who thinks he's a badass because he has a firearms arsenal in his SUV can go ahead and feel inadequate next to a MIRVed-megaton-packin' Twin Six machine!


And the Twin Six didn't just power grimy old industrial stuff like trucks and water pumps; it's the powerplant for the beautiful Blastolene B-702. See, just add a little chrome and twelve straight pipes and you've got a real looker in the Twin Six. [6066 GMC Guy]

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